Tubular Anti-roll bar for a vehicle axle for accommodating an electrical conductor or a liquid pipe
Patent Information
- Application Number
- PCT/EP2026/058468
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-25
- Filing Date
- 2026-03-25
- Publication Date
- 2026-10-01
Smart Images
Figure EP2026058468_01102026_PF_FP_ABST
Abstract
Description
[0001] DESCRIPTION
[0002] TITLE OF THE INVENTION: Tubular anti-roll bar for vehicle axle allowing accommodation of an electrical conductor or a fluid hose
[0003] The present invention relates to anti-roll bars in motor vehicles. An anti-roll bar in a motor vehicle, also called a "stabilizer bar" or "anti-roll bar", helps to limit the rolling movement of the vehicle, particularly when the vehicle is traveling around a curve, and when centrifugal force tends to make the vehicle lean towards the outside of the turn.
[0004] From another perspective, the development of electric vehicles continues. Here, we are interested in a particular case where one or more wheels of the vehicle locally house an electric motor component; this configuration is known in the jargon as the "wheel motor" configuration.
[0005] In the wheel-motor configuration, it is necessary to route several functions and fluid connections to the location of the wheel-motor, in addition to the mechanical connection which allows the wheel support to be linked with suspension to the vehicle structure (in practice to an axle cradle or directly to the vehicle chassis).
[0006] Thus, the wheel motor must be powered electrically and cooled by a coolant that is part of a circuit that is not merely local and requires at least one supply and one return line to carry the coolant. Furthermore, a hydraulic braking system is often necessary, which cannot be completely replaced by electric braking, necessitating at least one brake fluid line to the wheel motor mount.
[0007]
[0005] The suspension linkage usually comprises upper control arms or a wishbone that connect the subframe or chassis to an upper attachment point of the steering knuckle or, more generally, the wheel carrier, and a lower control arm or even a wishbone to connect the subframe or chassis to a lower attachment point of the steering knuckle or wheel carrier. In an alternative embodiment, the suspension linkage may be a MacPherson strut type, but this still includes, in its lower part, control arms or a wishbone as described above.
[0008] Furthermore, the wheel in question may be a steering wheel, which implies the presence of a steering control link actuated by a local or remote actuator.
[0009]
[0007] Compared to a conventional arrangement without a motor in the wheel, the space previously occupied by the motor drive shaft is saved, but it is still necessary to accommodate the basic mechanical linkage of the suspension, the steering control, and all the electrical and / or hydraulic lines mentioned above, while leaving substantial space in the radially inner volume of the rim to accommodate the electric motor and a high reduction ratio gearbox.
[0010] The management of the position of the mechanical linking elements and the electrical and / or hydraulic lines must take into account the suspension beats as well as the steering kinematics.
[0009] It is in this context that the inventors sought to optimize the management of the paths of electrical and / or hydraulic lines in the immediate environment of the wheel motor.
[0011] To this end, an anti-roll bar for motor vehicles equipped with in-wheel motors is proposed here; the anti-roll bar is tubular with an internal space, the internal space being designed to house at least one fluid conductor, the fluid conductor being either an electrical conductor or a liquid pipe.
[0012] the anti-roll bar being configured to be connected at its ends to a left wheel motor support (directly or indirectly) and connected at its other end to the right wheel motor support, the fluid conductor allowing to bring an electrical or liquid fluid to the wheel motors, the anti-roll bar including a light not far from each of its ends, to allow the fluid conductor to exit, destined for the neighboring wheel motor.
[0013]
[0011] Thanks to the arrangements set out above, the anti-sway bar is used to carry at least one of the necessary connections which run to the wheel motor, in this case either an electrical conductor for supplying electrical energy or a multi-wire control cable, or a hydraulic line, namely for example a coolant hose or a brake hose.
[0014] It is noted that in the case of an electrical conductor, the tubular anti-sway bar provides a natural shielding effect.
[0015] It is also noted that housing the fluid line inside the anti-roll bar provides very effective mechanical protection against possible mechanical aggressions under the body (foreign bodies on the road or projected stones, interference due to lack of ground clearance, ...).
[0016] In practice, at least one passage is provided in a mid-section of the anti-roll bar, located close to the vehicle's longitudinal median plane, allowing fluid lines to pass from the outside of the tubular anti-roll bar to its interior. One configuration involves using a coupling box that connects two half-sections of the anti-roll bar. A second configuration consists of one or two central openings in the mid-section of the anti-roll bar; these two possible configurations are discussed in detail later.
[0017] To return to the lights located not far from the wheel motor support, these lights can be placed in a part of the anti-roll bar which is a little less stressed in terms of torque, for example in the so-called 'lateral' portion which extends substantially along the longitudinal axis X of the vehicle, and not in the main part which extends along the transverse direction of the vehicle Y.
[0018]
[0016] It should be noted that the term "light" in this document refers to an orifice which forms a passage between an inner volume and an outer volume of a tubular conduit.
[0019]
[0017] It should be noted that the "wheel motor support" in the present context is analogous to the steering knuckle in a conventional configuration but here also includes elements to support the electric motor itself as well as the reduction gear and, where applicable, elements to support a brake caliper which acts on a disc ring. It should be noted that, after the fluid passage exits through the opening, there remains a small portion of the path in open air until the final destination on the wheel motor support; this portion of the path in open air serves to manage the local relative movement, in particular the pivoting of the steering with respect to the position of the anti-roll bar.
[0020] In a typical example, for each side at least 70 cm of the fluid conductor's path is protected inside the tubular bar. In other words, if we consider the entire device, we have approximately 140 cm of developed length (from the light on the left to the light on the right) where the fluid conductor is housed inside the anti-sway tubular bar.
[0021]
[0020] According to one embodiment, the anti-sway bar has a cross-section adapted to accommodate a single electrical conductor. The accommodated electrical conductor may have a diameter close to 10 mm or slightly more, and consequently the outside diameter of the anti-sway bar is not much larger than the outside diameter of conventional anti-sway bars (i.e., without a conductor passage inside).
[0022]
[0021] According to another embodiment, the anti-sway bar may have a cross-section adapted to accommodate a single liquid pipe. The accommodated liquid pipe may have a diameter of less than 15 mm, and consequently, the outside diameter of the anti-sway bar is not much larger than the outside diameter of the anti-sway bars.
[0023]
[0022] According to yet another embodiment, the anti-roll bar may have a cross-section adapted to house a multi-wire control cable. This may be the multiplexed control cable that connects the local engine control unit to a supervisory computer in the vehicle's passenger compartment. The diameter of this type of multi-wire cable may be less than 10 mm, which allows it to be housed inside the anti-roll bar without substantially increasing the anti-roll bar's external diameter.
[0024] According to one embodiment, the anti-roll bar is formed by two half-bars connected together by a coupling box, the coupling box including a fluid conductor inlet / outlet port, said inlet / outlet port having an axis generally perpendicular to a transverse axis of the vehicle.
[0025] The inlet / outlet port in question is in addition to the two ports that each communicate with the interior space of each of the half-bars. The coupling box thus comprises 3 ports: 2 that exit transversely into the interior spaces of the tubular bars and 1 that exits longitudinally.
[0026]
[0025] Advantageously, the electrical or hydraulic connection, which allows the fluid to be distributed to both the right and left sides, is housed inside the coupling box. This provides three branch ends connected at this point.
[0027] In practice, there is a single port or orifice open to the outside in the coupling box, this port receiving a common fluid conductor whose fluid is distributed to the right and left inside the coupling box, the common fluid conductor exiting perpendicularly to the general axis of the anti-roll bar.
[0028] Advantageously, the coupling box comprises two coupling cups, one cup fixedly connected to the left half-bar, and another cup fixedly connected to the right half-bar.
[0028] According to one example, each cup is in the form of a cylindrical bowl of revolution, with a flat bottom pierced in its center (to allow the conductor to pass into the interior space of the associated tubular bar).
[0029] We note that the coupling box can be centered relative to the vehicle, i.e. be at a position Y=0. However, in alternative embodiments, it can be offset to the left or to the right depending on the general path of the fluid served by the fluid conductor of interest here.
[0030] According to an alternative solution, the anti-roll bar can be manufactured as a single piece, in which case one or two slots are provided in the intermediate portion, that is, generally in the middle of the main transverse portion of the anti-roll bar.
[0031] In one design, the coupling box houses an electrical shunt. This creates a T-shaped electrical connection at that point.
[0032] According to a practical implementation, the ends of each of the electrical wires are stripped for about ten millimeters and two conductive junction plates are arranged which sandwich the stripped cores of the 3 conductors.
[0033] According to the alternative hydraulic solution, the coupling box may be designed to house a plumbing T-fitting for piping, which connects three ends of pipe.
[0034] According to one design, the coupling box comprises two insulating discs.
[0035] Advantageously, insulating discs allow the electrical shunt (particularly the junction plates) to be isolated from the metallic coupling cups.
[0036]
[0036] It should be noted that the discs are pierced in their center to allow each wire to pass through, leading inside the anti-roll bar to the corresponding wheel motor. The insulating discs can be made of synthetic polymer material such as polyamide, polyethylene, polystyrene, etc.
[0037]
[0037] According to one embodiment, the anti-sway bar is equipped with a support bracket, which includes a base portion fixed to the outer wall of the bar, and a guide portion which extends along a guide axis inclined with respect to the local axis of the bar.
[0038] The support bracket is positioned near the opening. The inclination between the two aforementioned axes allows control of the fluid conductor's exit direction, ensuring that it is not damaged at the point of passage through the opening.
[0039] In addition, a retaining collar located away from the bar may be provided, which provides additional guidance for the open-air portion of the fluid conductor towards the wheel motor.
[0040]
[0040] According to one embodiment, the anti-sway bar has in common section an internal diameter D2 between 16 mm and 20 mm, and an external diameter D3 between 25 mm and 32 mm.
[0041] The diameter remains reasonable and the weight of the anti-roll bar is not substantially increased.
[0042] The diameter of the fluid line entering the anti-roll bar can be between 12 mm and 15 mm (the fluid line can be electrical or hydraulic). In one embodiment, reinforcement is provided at the openings. This improves resistance to torsional and bending forces at this point, notwithstanding the presence of the opening, as the reinforcement restores, at a minimum, the mechanical strength properties of the tubular bar at this location.
[0043] One option involves a locally thicker section. A second option involves adding reinforcement bars.
[0044] According to one embodiment, the anti-roll bar has ends with a flattened tip and a hole drilled for attachment to a connecting rod of the anti-roll function.
[0045] Therefore, it is sufficient to flatten the end and drill a hole in it to be able to establish a connection with the roll control link.
[0046] In dynamic behavior, the flattened end describes an arc of a circle centered on the axis of the main portion of the anti-roll bar. When the two wheel motors move up or down uniformly, the ends of the anti-roll bar follow the movement without creating a counter-torque. Conversely, as is known, when one wheel motor is lower or higher than the other, the anti-roll bar exerts a restoring torque.
[0047] The connecting rod allows steering movement to occur without affecting the restoring torque effect described above.
[0048] The present invention also relates to a motor vehicle axle comprising a left wheel and a right wheel, comprising a left wheel motor generally housed in the left wheel, a right wheel motor generally housed in the right wheel, an anti-roll bar to limit a rolling movement of the vehicle and to supply the two wheel motors, each via an electrical conductor or a fluid pipe, the anti-roll bar being tubular with an internal space, the internal space housing a fluid conductor.
[0049] In this context, the term "generally housed in the wheel" means that the motor and its reducer are housed at least partly in a volume circumscribed by the wheel rim.
[0050]
[0051] According to one embodiment, the anti-roll bar is extended by a connecting rod at each of its ends for a connection with a degree of torsional freedom with respect to the wheel support.
[0051] The present invention also relates to a motor vehicle, comprising an anti-roll bar as described above.
[0052]
[0053] The invention will be further detailed by describing non-limiting embodiments, and based on the accompanying figures illustrating variants of the invention, in which:
[0053] - [Fig. 1] schematically represents in perspective view an anti-roll bar according to an example of an embodiment of the present invention;
[0054] - [Fig.2] schematically represents, in top view, the anti-roll bar of figure 1 in the partially represented environment of a vehicle axle equipped with wheel motors;
[0055] - [Fig.3] schematically represents a cross-sectional view of the anti-roll bar housing an electrical power cable;
[0056] - [Fig.4] schematically represents a side view of the anti-roll bar of figure 1;
[0057] - [Fig.5] illustrates in perspective an example of the implementation of the coupling box as well as the electrical connection housed therein; - [Fig.6] illustrates a section of the coupling box in the longitudinal median plane of the vehicle;
[0058] - [Fig.7] illustrates a cross-section of the coupling housing in a transverse plane of the vehicle;
[0059] - [Fig.8] illustrates in perspective a partial view of an axle equipped with a wheel motor;
[0060] - [Fig.9] schematically represents a cross-sectional view of the anti-sway bar housing a multi-wire electrical control cable; - [Fig.10] schematically represents a cross-sectional view of the anti-sway bar housing a liquid pipe;
[0061] - [Fig. 11] schematically represents, in top view, another example of a one-piece type anti-roll bar;
[0062] - [Fig. 12] shows a local cross-sectional view at the location of a light with an associated support bracket.
[0063] In the various figures, the same references designate identical or similar elements. For the sake of clarity, some elements are not necessarily shown to scale.
[0064] Figures 1 and 2 partially show a front axle of a vehicle equipped with an MRD wheel motor in the right wheel and an MRG wheel motor in the left wheel.
[0065] More generally, the vehicle in question comprises a front axle and a rear axle. Each of the front and rear axles can be equipped with wheel motors, or alternatively, only one axle is equipped with wheel motors, in this case the front axle.
[0066] The train of interest here may include a directional function, that is to say the ability to turn the wheels to the right or to the left; this applies whether it is the front or rear axle.
[0067]
[0058] The train of interest is equipped with an anti-roll bar which primarily performs the usual function of limiting vehicle roll. Furthermore, advantageously according to the present invention, the anti-roll bar performs another function which will be described in more detail later.
[0068]
[0059] In the figures, the vehicle is located with respect to an orthogonal frame of reference as follows: the vertical direction is noted Z, the horizontal direction called longitudinal is noted X, the horizontal direction called transverse is noted Y.
[0069] The axis of the described axle is denoted Y0.
[0070] The anti-roll bar 1 comprises a main transverse portion PP extending along the transverse direction Y, which is extended on each side by a 90° bend. On each side, the 90° bend continues respectively by a lateral portion PL extending along X. The main transverse portion extends, for example, over 75% to 80% of the overall width of the vehicle, typically between 1.2 m and 1.5 m.
[0071] Each lateral portion PL extends along X over a length between 15 cm and 25 cm.
[0072] The first end E1 of the anti-roll bar is connected to the left wheel motor support SG.
[0073] In practice, a connecting rod 18 is planned to be interposed between the first end of the anti-roll bar and an attachment point on the left wheel motor support SG.
[0074]
[0065] The second end E2 of the anti-roll bar is connected to the right wheel motor support SD.
[0066] In practice, here too a connecting rod 18 is interposed between the second end E2 of the anti-roll bar and an attachment point on the right wheel motor support SD.
[0075] Each of the ends E1,E2 includes a flattened end 17 with a hole 17a. The connecting rod 18 is fixed at this point by means of the hole and a connecting bolt.
[0076]
[0068] Expressed in other words, the anti-roll bar 1 is connected directly or indirectly at its first end E1 to the left wheel motor support SG and the anti-roll bar is connected directly or indirectly at its second end E2 to the right wheel motor support SD.
[0077]
[0069] The material of the anti-tilt bar can be a conventional steel for the function.
[0078]
[0070] Turning to figure 8, the wheel motor MR is housed in the radially inner volume of the wheel rim 36.
[0079]
[0071] The axle includes a cradle 38 which is the main structural part to which the wheel is connected via the connecting elements which are described below.
[0080]
[0072] On the upper side, a first articulated arm 53 is provided, attached at one end to the wheel motor support and at the other end to the cradle 38. Similarly, a second articulated arm 54 is provided, attached at one end to the wheel motor support and at the other end to the cradle.
[0081]
[0073] The two aforementioned arms form an upper triangular joint. The lower triangular joint is not directly visible in Figure 8, but one or two connecting arms or a single-piece connecting triangle are also provided to connect the wheel-motor support from below to the cradle 38 in an articulated manner in order to allow a generally vertical relative movement of the wheel with respect to the cradle 38 (this corresponds to the travel of the wheel suspension).
[0082] As is known, a suspension spring 59 works in compression to provide elastic return around a neutral position corresponding to a given vehicle load. A shock absorber 55 is also provided, as is known in suspended and damped suspension systems.
[0083] For the steering control, we have a tie rod 58 connected to a steering ball joint 57 attached to the motor-wheel support.
[0084] The anti-roll bar 1 is held in position relative to the cradle by means of a bearing 3. The bearing 3 functionally allows the bar to rotate around the axis Y1.
[0085]
[0077] As known per se, the bearing 3 comprises a metal bracket whose concave part houses a sleeve made of elastomer material in which the anti-roll bar 1 can be trunnioned. As seen in figure 6, each bearing 3 comprises a pre-positioning hook 31 and two flats 32, which bear flat on one face of the cradle and which are fixed thereto by bolts.
[0086]
[0078] In the example illustrated in figures 1, 2 and 11, there are two bearings, namely a bearing 3 at each end of the main transverse portion PP of the anti-roll bar.
[0087] The main transverse portion PP works essentially in torsion around the axis Y1, particularly when the ends E1 and E2 of the anti-roll bar are not at the same level (as already explained above).
[0080] The central part of the main portion has a rearward offset (X-) and is aligned with the axis Y4 which is slightly offset with respect to the axis Y1.
[0088] The lateral portions PL work in bending and form a lever arm. Cleverly, according to the present invention, the anti-roll bar 1 is tubular. The internal volume V2 of the tube houses (or accommodates) a cable d
[0089]
[0090] 'power supply 2 (see Fig 3).
[0091] As illustrated in Figure 3, the power supply cable 2 comprises an outer insulating sheath 20 and a conductive core 21. The conductive core 21 is typically made of copper, for example, of the multi-strand type. Alternatively, as illustrated in cross-section in Figure 9, the power supply cable may be a multi-wire control cable comprising several small-section wires 28.
[0092] The outer diameter D1 of the power supply cable is typically between 12 mm and 15 mm.
[0093]
[0085] The anti-roll bar 1 has a typical cross-section with an inner diameter D2 between 16 mm and 20 mm, and an outer diameter D3 between 25 mm and 32 mm. The radial thickness 15 of the tube is (D3-D2) / 2.
[0094] A skilled professional can adjust the radial thickness to obtain, in conjunction with the length of its main transverse portion, the desired elasticity and / or stiffness for the anti-roll bar. As already mentioned, the presence of the internal space does not lead to a significant increase in the external diameter, for a target stiffness equivalent to that of a solid-section anti-roll bar; only a few millimeters more in diameter are required, 4 to 6 at most.
[0095] We note that the anti-sway bar has a section adapted to accommodate a single electrical conductor 2. As we will see later, the anti-sway bar 1 can also accommodate a conductor of another nature, for example a liquid fluid pipe.
[0096] The anti-roll bar 1 includes an opening 7 located in the lateral portion of the bar. The opening 7 allows the fluid conductor to exit at this point, leading to the wheel motor located nearby. Upon exiting the opening, the fluid conductor continues as an open section, referenced 24, which extends to the connection point on the wheel motor support.
[0097] According to a particular embodiment illustrated in Figure 11, the anti-roll bar is manufactured as a single piece. The central part of the main transverse section PP includes two slots 72,74. There could be a single, slightly longer slot. The electrical conductors can exit onto a 14' connecting section towards the rest of the vehicle's electrical system.
[0098] In the example illustrated in Figures 1 to 10, the anti-roll bar is formed by two half-bars connected by a coupling box. More precisely, the anti-roll bar consists of a first left half-bar 1G and a second right half-bar 1D.
[0099] The two half-bars are mechanically connected to each other at their junction, either on a plane PM in the central part, or in a slightly offset position relative to the longitudinal median plane of the vehicle. They can be connected together by two simple discoidal flanges bolted together.
[0092] In the illustrated example, they are advantageously connected by two 4G, 4D cups of revolution. The two cups together form a coupling housing designated 4.
[0100] Each cup is shaped like a cylindrical bowl of revolution, with a flat bottom. The bottom is pierced in its center to allow the conductor to pass through to the interior space of the associated tubular bar.
[0101]
[0094] The left cup 4G is connected securely to the left half-bar 1G, for example by a watertight annular weld 45. On the other side, the right cup 4D is connected securely to the right half-bar 1D, again for example by a watertight annular weld.
[0102]
[0095] As can be seen in Figure 7, each cup includes lugs 46 which are positioned opposite the lugs of the opposite cup. At this point, a bolted assembly is provided using bolts 47.
[0103] The two cups together define an internal volume in which an electrical or fluid connection is provided.
[0104]
[0097] As illustrated in figures 5 and 6, in the case of an electrical supply conductor, the coupling box 4 houses an electrical shunt 8. A T-shaped electrical connection is thus formed at this point. In the illustrated example, the coupling box 4 is cylindrical with diameter D4 around the axis Y4.
[0105] The ends 22 of each of the electrical wires are stripped for approximately ten millimeters, and two conductive junction plates 8a and 8b are arranged to sandwich the stripped cores 21e, 24e, and 27e of the three conductors. The two conductive junction plates 8a and 8b are assembled using bolts 82.
[0106] We note that the shunt assembly 8 and the cup assembly are removable, which allows for possible repair.
[0107] The coupling housing comprises two insulating discs 5. Each insulating disc 5 has a hole 51 in its center to allow passage of each wire leading inside the anti-roll bar to its corresponding wheel motor. The insulating discs 5 can be made of synthetic polymer material such as polyamide, polyethylene, polystyrene, etc.
[0108] In practice, the insulating discs 5 are inserted into the cups / bowls, with a pre-stress, on the one hand to ensure their local retention, and on the other hand to provide, in a tightening of the conductor at the level of the bottom of the pierced bowl, and therefore an adequate seal.
[0109] | The coupling housing includes an 85 mm inlet / outlet port for a fluid conductor with an X0 axis.
[0110] | At the point where the connecting portion 14 passes through the coupling box via the inlet / outlet port 85 (formed here by two half-moon recesses), a sealing gasket 84 is provided.
[0111] According to one embodiment, the anti-sway bar is equipped with a support lug 6. As illustrated in Figure 12, the support lug 6 comprises a base portion 61 fixed to the outer wall of the bar 1 via a weld 63, and a guide portion 62 which extends via a guide axis W inclined with respect to the local axis X4 of the bar.
[0112] The support bracket is positioned near the opening 7. The edge 76 of the opening is free of sharp edges or burrs to avoid damaging the electrical conductor 2. The inclination between the two axes W,X4 allows control of the fluid conductor's exit direction, specifically preventing damage to the conductor as it passes through the opening. For example, the W,X4 direction can be between 45° and 60°, although these values are not limiting.
[0113] Optionally, reinforcements are planned at the locations of the lights. One possibility involves a locally thicker section to compensate for the material loss caused by the presence of the light.
[0114] According to a second option, 75mm added brackets are provided as illustrated in Figure 4. The brackets can be welded to the outside of the tube. The added brackets form reinforcements at the locations of the openings.
[0115] | Instead of the jumpers, a split sleeve can be used which surrounds the tube 1 without covering the opening 7.
[0116] In addition, a retaining collar 78 located at a distance from the bar (see fig. 2) may be provided, which provides additional guidance for the fluid conductor towards the wheel motor.
[0117] In the embodiment shown in Figure 10, the anti-roll bar houses a fluid conduit 9, for example, a coolant hose or a brake hose. The conduit 9 comprises an outer casing 90 and an inner volume that carries the fluid 91.
[0118] Of course, the remaining liquid or electrical lines that supply the wheel motor run freely, either in guides or clamps or in a channel not far from the PL lateral portion of the anti-roll bar on the side in question.
Claims
DEMANDS 1. Anti-roll bar (1) for motor vehicle equipped with wheel motor, the anti-roll bar being tubular with an internal space, the internal space being provided to accommodate at least one fluid conductor, the fluid conductor being an electrical conductor (2) or a fluid pipe (9), the anti-roll bar being configured to be connected at one of its ends (E1) to a left wheel motor support (SG) and connected at the other of its ends (E2) to the right wheel motor support (SD), the fluid conductor allowing to bring an electrical or liquid fluid to the wheel motors, the anti-roll bar including a light (7) not far from each of its ends, to allow the fluid conductor to exit, destined for the neighboring wheel motor.
2. Anti-sway bar according to claim 1, characterized in that the anti-sway bar has a section (D2,D3) adapted to accommodate a single electrical conductor.
3. Anti-roll bar according to any one of claims 1 to 2, characterized in that the anti-roll bar is formed by two half-bars (1 G, 1 D) connected together by a coupling box (4), the coupling box comprising a fluid conductor inlet / outlet port (85), said inlet / outlet port having an axis (XO) generally perpendicular to a transverse axis (Y) of the vehicle.
4. Anti-sway bar according to claim 3, in which the coupling box (4) houses an electrical shunt (8).
5. Anti-roll bar according to any one of claims 3 to 4, wherein the coupling housing comprises two insulating discs (5).
6. Anti-roll bar according to any one of claims 1 to 5, wherein the anti-roll bar is equipped with a support lug (6), which includes a base portion (61) fixed to the outside of the bar, and a guide portion (62) which extends along a guide axis inclined with respect to the local axis of the bar.
7. Anti-roll bar according to any one of claims 1 to 6, having in common section an internal diameter D2 between 16 mm and 20 mm, and an external diameter D3 between 25 mm and 32 mm.
8. Anti-roll bar according to any one of claims 1 to 7, wherein reinforcements (75) are provided at the locations of the lights (7).
9. Motor vehicle axle comprising a left wheel motor (LWM) generally housed in the left wheel, a right wheel motor (RWM) generally housed in the right wheel, an anti-roll bar (1) to limit rolling movement of the vehicle and supply both wheel motors, each via an electrical conductor or a fluid pipe, the anti-roll bar (1) being tubular with an internal space, the internal space housing a fluid conductor (2,9).
10. Electrically powered vehicle equipped with at least one axle with a left wheel motor (LWM) housed in the left wheel, a right wheel motor (RWM) housed in the right wheel, characterized in that the vehicle (VH) includes an anti-roll bar (1) according to any one of claims 1 to 8.